Bulkhead assembly for gondola cars

ABSTRACT

A gondola-type railway car and associated bulkhead assembly for bracing freight within the gondola car. The bulkhead assembly is supported for longitudinal movement along the car and carries a locking mechanism for locking the bulkhead assembly in preselected bracing positions longitudinally of the car. The locking mechanism includes an operating handle that is connected to lock pins through an overcenter linkage arrangement so that the lock pins will not become disengaged even if they are subjected to a load in the direction of their released movement. The bulkhead also includes a sprocket wheel and timing shaft arrangement for assisting in its movable support with the locking structure carried by the car assisting with a track structure for precluding accidental disengagement of the sprocket wheels from the track.

3,358,617 12/1967 Erickson Detroit; 3,361,086 1/1968 Kessler Douglas W. Day, Livonia, both of, Mich. 3,433,180 3/1969 Shook 711,991 3,464,369 9/1969 Erickson et 33: 5 Primary Examiner-Drayton E. Hofi'man Assign Evans Products p y Attorney-Harness, Dickey & P1erce OR GONDOLA CARS United States Patent [72] Inventors Gerald L. Solomonson [21] Appl. No.

[22] Filed [45] Patented [54] BULKHEAD ASSEMBLY F ing handle that is connected to lock pins through an overcenter linkage arrangement so that the lock pins will not become disengaged even if they are subjected to a load in the 56] References Cited UNITED STATES PATENTS .f.ge r pwmmm 0 0 mm mm m ae C d mmfl aM mD- w nt d k em m e mm eficflfl h o T EUW L h r n D. ei s mm e dw h V t 0 0 f ap m d p mt e u n 5 5 6 a g e km d fifl t fia .uhoam mc re [03 .5 d M P1 SUM]. tm msmwm a a ruzld a lwkc 06 fat. 6 66 XX X MMBV BB 3 0 00 1511 66 0 33 l 55 O0 11 m mm hm mukdflfl T flon n m i s m u k0 eqe OGMDAL 301257 566666 999999 1.1.1111 l/l/l/ 2 11!]! 11.11 743947 912865 15 ,3 1 877372 2406 5 ,93 1 223333 PATENTED JUL 6 mm SHEET 2 OF 3 R u M RN BULKHEAD ASSEMBLY FOR GONDOILA CARS BACKGROUND OF THE INVENTION V This invention relates to a bulkhead assembly and more particularly to an improved bulkhead assembly having certain features that are particularly adapted for use in gondola cars.

In one well-known form of freight-bracing apparatus, which has been widely used in the railway art, a bulkhead assembly is supported for movement within a cargo area and carries a locking structure for holding the bulkhead assembly against freight in a preselected freight-bracing position. In this type of freight handling, both the bulkhead assembly and the railway car are subjected to considerable shock loadings. Often times the shock loadings cause deflection of the portion of the car that coacts with the lockpins to hold the bulkhead assembly in position. The car deflections can be such as to exert a force upon the lockpins to move the lockpins toward their disengaged positions.

It is, therefore, one object of this invention to provide a bulkhead assembly incorporating a structure for precluding accidental release of the bulkhead-locking mechanism under shock loadings.

In this connection, it is another object of this invention to provide a bulkhead-locking structure incorporating a handle and a plurality of lockpins with the operating handle being connected to the lockpins by a linkage structure having an overcenter relationship when the operating handle is in its locked position for precluding accidental release of the operating handle.

Freight-bracing bulkhead assemblies normally have a generally rectangular configuration with lockpins supported at the four corners of the bulkhead for locking the bulkhead in position. It is most desirable to have all of the lockpins operated simultaneously. To achieve such an operation, it has heretofor been proposed to incorporate a torsion shaft that extends across the bulkhead assembly and which is connected by linkage systems to each of the lockpins for operating the lockpins. An operating handle is in some manner operatively connected to the torsion shaft for rotating the torsion shaft and actuating the lockpins. The bulk of the previously proposed bulkhead-locking mechanisms incorporating a torsion shaft have included an operating handle that moves in a plane that extends perpendicular to the plane of the load-em gaging face of the bulkhead assembly between its locked and unlocked positions. In some instances, however, it is desirable to provide an operating handle that swings in a plane perpendicular to the aforenoted plane.

It is, therefore, another object of this invention to provide a locking mechanism for a freight-bracing bulkhead assembly including a torsion shaft for operating the lockpins, an operating handle that is movable in a plane parallel to the plane of the load-engaging face of the bulkhead and an improved linkage structure for connecting the operating handle to the torsion shaft.

As has been noted, the freight-bracing bulkhead assemblies are conventionally supported for movement within the cargo area to preselected freight-bracing positions. The bulkhead assembly is conventionally supported upon tracks by means of sprocket wheels positioned at opposite sides of the bulkhead assembly for this movement. It is desirable to interconnect the sprocket wheels so that they rotate simultaneously to prevent cooking of the bulkhead assembly during this longitudinal movement. With a bulkhead assembly for a gondola car, the timing shaft that interconnects the sprocket wheels may extend in a perpendicular relationship to the torsion shaft that actuates the lockpins. If these shafts intersect each other, some structure must be provided so that the shafts can rotate without interference with each other.

It is, therefore, a still further object of this invention to provide a bulkhead assembly wherein the timing shaft and torsion shafts are perpendicular to each other and their axes of rotation intersect without interference between their relative movement.

As has been previously noted, the shock loadings in railway transportation are quite high. Often times the shock loadings may be sufficient so as to cause the supporting sprocket wheels to become disengaged from their associated tracks. As a result, the bulkhead assembly either becomes wedged against further movement or may fall to the floor of the car.

It is yet another object of this invention to provide a bulkhead-supporting mechanism that precludes accidental disengagement of the sprocket wheels from their associated tracks.

It is still a further object of the invention to provide a bulkhead assembly and associated supporting and locking mechanism wherein the car-supported locking structures and track are interrelated in such a manner as to preclude accidental disengagement of the sprocket wheels from the track.

SUMMARY OF THE INVENTION A freight-bracing bulkhead assembly embodying this invention is adapted to be supported for movement along a cargo space and is adapted to be locked in any of a plurality of positions along its path of movement for bracing freight. The bulkhead assembly comprises a bulkhead and at least two lockpins supported for movement by the bulkhead from a released to an engaged position wherein the lockpins are adapted to lock the bulkhead assembly against movement. An operating handle is supported upon the bulkhead for pivotal movement about a first pivot axis and means including a link pivotally connected to the operating handle about a second pivot axis operatively connect the operating handle to the lockpins for moving the lockpins between their engaged and released positions upon movement of the operating handle about the first pivot axis from a locked position to an unlocked position. The second pivot axis is disposed in an overcenter relationship to the first pivot axis when the operating handle is in its locked position for precluding accidental movement of the operating handle to its unlocked position when the lockpins experience a force tending to move them from their engaged positions toward their released positions.

As a further feature of the invention, the bulkhead has a generally rectangular configuration with four lockpins supported at respective corners of the bulkhead for movement between their engaged and released positions. A torsion shaft extends across the bulkhead and is supported for pivotal movement by the bulkhead. Bellcranks are affixed to the torsion shaft and actuating links connected to the lockpins are pivotally connected to the bellcranks for moving the lockpins upon rotation of the torsion shaft. The operating handle is supported for pivotal movement in a plane parallel to the plane of the bulkhead and is connected to the torsion shaft by an operating link that is pivotally connected to the operating handle and to an extension of one of the actuating links.

As a still further feature of the invention, the bulkhead assembly is supported for its longitudinal movement by means of a timing shaft that is rotatably supported upon the bulkhead and which carries wheels at its opposite ends. The timing shaft extends substantially perpendicular to the axis of the torsion shaft and intersects this axis. A yoke is carried by one of the shafts through which the other shaft passes for free movement of both of the shafts.

As a still further feature of the invention, the bulkhead assembly is supported within a railroad car having spaced sidewalls. Track means are fixed to each of the sidewalls upon which the walls of the bulkhead assembly are supported for the movement of the bulkhead assembly. The lockpins coact with locking means affixed to each of the walls adjacent the track means. The locking means overlie the track means for precluding accidental disengagement of the wheels from the track means.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. I is a perspective view of a gondola-type railway car and associated bulkhead assembly embodying this invention with a portion of the car broken away to more clearly show the construction.

FIG. 2 is an enlarged top plan view taken in the direction of the arrow 2 in FIG. 1.

FIG. 3 is a cross-sectional view taken along the line 3-3 of FIG. 2.

FIG. 4 is an enlarged cross-sectional view taken along the line 4-4 ofFIG. 2.

FIG. 5 is an enlarged view, with a portion broken away taken generally in the direction of the line 55 of FIG. 3.

FIG. 6 is an enlarged cross-sectional view taken in the direction of the line 6-6 of FIG. 3.

FIG. 7 is an enlarged cross-sectional view taken in the direction of the line 7-7 of FIG. 1.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT Referring first to FIG. 1, a gondola-type railway car embodying this invention is identified generally by the reference numeral 11. The gondola car 11 may have any known type of general construction common with this type of car and includes an underframe structure that supports longitudinally extending sidewalls 12 and I3 and end walls 14 and 15 to define an open top cargo-receiving area 16. The underframe structure is supported upon trucks 17 and 18 in a known manner.

A freight-bracing bulkhead assembly incorporating certain of the inventive features is supported, in a manner which will become more apparent, for longitudinal movement within the cargo space 16 and is identified generally by the reference numeral 19. It is to be understood that certain of the inventive features incorporated in the bulkhead assembly 19 may be used in connection with bulkhead assemblies for other types of railway cars or for use in other freight-bracing apparatus. Certain of these features, however, have particular utility in connection with bulkheads for gondola cars, as will become apparent to those skilled in this art.

Referring now to the remaining figures, the bulkhead assembly 19 is comprised of a fabricated frame assembly 21. The frame assembly 21 consists of spaced, vertically extending members 22 that are connected, as by welding, to a bottom plate 23 and to a top plate 24. Corner fittings 25, 26, 27 and 28 are juxtaposed to the opposite four corners of the frame assembly 21, which is generally rectangular in configuration. The corner fittings have a generally L-shape and the uppermost fittings 25 and 26 have inwardly extending legs 29 and 31 that are fixed, as by welding, to the top plate 24. Like legs 32 and 33 of the bottom fittings 27 and 28 are welded to the underside of-the bottom plate 23. A sideplate 34 extends vertically between the fittings 25 and 27 and is afiixed to these fittings as by welding. A like sideplate 35 extends between the other legs of the fittings 26 and 27 and is also affixed as by welding to these fittings. If desired, sheathing plates 36 may be' affixed to opposite faces of the frame assembly 21 to provide a relatively smooth load engaging face.

The bulkhead assembly 19 is supported for longitudinal movement along the cargo space 16 by means of tracks 37 and 38 that are affixed to the sidewalls l2 and 13, respectively, adjacent their upper edges. The tracks 37 and 38 are formed from structural angles having one of their legs affixed to the respective wall. As a result, the tracks 37 and 38 have inwardly extending legs 39 and 41, respectively, in which a series of longitudinally spaced apertures 42 are formed.

Sprocket wheels 43 and 44 are formed with teeth that engage the apertures 42 so that the wheels 43 and 44 may rotate along the tracks 37 and 38, respectively. The sprocket wheels 43 and 44 are affixed against rotation relative to a timing shaft 45 that extends across the upper end of the bulkhead frame assembly 21. Preferably one of the sprocket wheels 43 or 44 is splined to the shaft 45 so that this sprocket wheel may move axially upon the shaft 45 while rotating with it. The driving connection between the sprocket wheels 43 and 44 and the timing shaft 45 insures that the sprocket wheels will rotate in unison and that the bulkhead assembly 19 will not cock as it is moved longitudinally along the car 11. The axial movement of one of the sprocket wheels 43 or 44 upon the timing shaft 45, however, permits the sprocket wheels to maintain their engagement with the respective tracks even though the lateral distance between the tracks 37 and 38 may vary due to bulging of the sidewalls 13 and 14. To assist in the movement of the bulkhead assembly 19, grab handles 46 and 47 are affixed to the upper end of the bulkhead frame 21 in any suitable manner.

The depending legs of the upper corner end fittings 25 and 26 are formed with outwardly extending cylindrical bosses 48 (FIG. 7) in which an enlarged bore 49 is formed. The bore 49 receives antifriction bearings 51 and 52 to rotatably support the adjacent end of the timing shaft 45.

In order to lock the bulkhead assembly 19 in any ofa plurality of preselected freight-bracing positions, locking pin forgings 53, 54, 55 and 56 are supported for reciprocating movement in sockets 57, 58, 59 and 61 formed in the corner fittings 25, 26, 27 and 28, respectively. Each of the locking pin forgings 53 through 56 is provided with a pair ofoutwardly extending pins 62.

Generally channel-shaped locking members 63 and 64 are affixed to the sidewall 12 and 13, respectively, adjacent the upper locking pin forgings 53 and 54. In a like manner, channel-shaped locking members 65 and 66 are afiixed to the sidewalls l2 and 13 adjacent the lowermost locking pin forgings 55 and 56. Each of the locking members 63 through 66 is provided with a plurality of spaced apertures 67 in their vertically extending leg, which apertures are adapted to receive the locking pins 62 when the locking pin forgings 53 through 56 are in their extended or engaged position.

An operating mechanism is provided for moving the locking pin forgings 53 through 56 between their engaged and disengaged positions. This operating mechanism is comprised of a torsion shaft 68 that extends in a vertical direction and which is journaled for rotation adjacent the midpoint of the bulkhead assembly 19 by means of upper and lower bearing assemblies 69 and 71. The bearing assemblies 69 and 71 are affixed to the upper and lower plates 24 and 23, respectively. A bifurcated bellcrank 72 is affixed to the upper extremity of the torsion shaft 68. One end of a first actuating link 73 is connected to one ear of the bellcrank 72 by means of a pivot pin 74. In a like manner, one end of a second actuating link 75 is connected to the opposite ear of the bellcrank 72 by means of a pivot pin 76. The opposite ends of the actuating links 73 and 74 are pivotally connected to the locking pin forgings 53 and 54, respectively, by means including lost motion connections, indicated generally by the reference numerals 77 and 78. Since each of the lost motion connections is the same, only that at the outer end of the actuating link 75 will be described in detail by particular reference to FIG. 6 The actuating link 75 is generally tubular in shape and receives the inner end of a rod 79. The rod 79 is formed with an elongated slot 81 through which a pin 82 extends. Opposite ends of the pin 82 are affixed to the link 75. A coil compression spring 83 encircles the rod 79 and engages a washer 84 that is affixed to the rod 79 and a washer 85 that is affixed to the outer end of the link 75. The spring 83 normally biases the rod 79 outwardly with respect to the actuating link 75.

The outer end of the rods 79 of each of the lost motion connections 77 and 78 is pivotally connected to the respective locking pin forgings 53 and 54 by means of pivot pins 86 and 87.

A bifurcated bellcrank 88 is afi'ixed to the lower end of the torsion shaft 68. One end of a third actuating link 89 is pivotally connected to one ear of the bellcrank 88 by means of a pivot pin 91. The opposite end of the link 89 is pivotally connected to the lower locking pin forging 55. In a like manner, one end ofa fourth actuating link 93 is pivotally connected to the other ear of the bellcrank 88 by means of a pivot pin 94. The opposite end of the actuating link 93 is connected to the locking pin forging 56 by means ofa pivot pin 95.

An operating handle 96 is pivotally supported at the upper end of the bulkhead assembly 19 on a bracket 97 by means of a pivot pin 98. The bracket 97 is fixed to the top plate 24 of the bulkhead frame assembly 21. The operating handle 96 has, in part, a channel shape and is adapted to nestingly receive an operating link 99 when the operating handle 96 is in its locked position as shown in the drawings. One end of the operating link 99 is pivotally connected to the operating handle 96 by means of a pivot pin The opposite end of the operating link 99 is pivotally connected, as by a pivot pin 102, to an extension 103 of the first actuating link 73.

As has been noted, the drawings illustrate the operating handle 96 in its locked position with the locking pin forgings 53, 54, 55 and 56 in their engaged position. ln this position, the pivot pin 101 is disposed vertically beneath the pivot pin 98 in an overcenter relationship, for a reason which will become more apparent as this description proceeds.

ln order to release the locking pin forgings 53 through 56, the operating handle 96 is grasped and is pivoted about the pivot pin 98, which extends substantially perpendicularly to the plane of the load-engaging faces of the bulkhead. The operating handle 96 is, therefore, rotated in a clockwise direction in a plane parallel to the plane of the load-engaging faces of the bulkhead. This rotation exerts a force on the operating link 99 that causes it to pivot in a counterclockwise direction with the pivot pin 101 moving through its overcenter relationship with respect to the pivot pin 98. The operating link 99 exerts a force on the pivot pin 102 to the right. This movement exerts a pulling force on the extension 103 of the operating link 73 and effects rotation of the bellcrank 72. The pivotal connection between the operating link 99 and the ac tuating link extension 103 may be relatively loose so as to permit the bellcrank 72 to rotate without interference from the operating link 99. Rotation of the bellcrank 72 effects rotation of the torsion shaft 68 and, accordingly, rotation of the bellcrank 88. it should be readily apparent that the rotation of the torsion shaft 68 causes each of the locking pin forgings 53,54, 55 and 56 to be moved to their disengaged positions wherein the locking pins 62 are free of the apertures 67 in the locking members 63 through 66. it should also be apparent that the upper locking pin forgings 53 and 54 will not be moved to their disengaged positions until the coil springs 83 have effected a complete takeup of the lost motion provided for by the lost motion connections 77 and 78.

It has been noted that the timing shaft 45 extends perpendicular to the torsion shaft 68. in addition, the axes of these shafts intersect. In order that there will be no interference between these shafts, a yoke 105 is formed in the torsion shaft 68 adjacent'the intersection of the timing shaft 45. The yoke 105 defines an opening 106 that has sufficient size so as to permit the torsion shaft 68 to rotate between its locked and unlocked positions without engagement of the yoke 105 with the timing shaft 45.

When the bulkhead assembly 19 has been moved to its desired position, the locking pin forgings 53 through 56 are again moved to their engaged positions by rotating the operating handle 96 in a counterclockwise direction. In the event the locking pin forgings 53 and 54 tend to move into engagement with the respective locking members 63 and 64 before the locking pin forgings 55 and 56 have reached this position, the lost motion connections 77 and 78 will yield to insure that all of the locking pin forgings 53 through 56 are engaged. If desired, similar lost motion connections may be provided in the actuating links 89 and 93. The use of the lost motion connections 77 and 78 is desirable since the distance between the sidewalls 12 and 13 may vary, particularly under shock loadings. In addition, if a shock leading causes the upper ends of the sidewalls 12 and 13 to bulge, the springs 83 will maintain the locking pin forgings 53 and 54 in their engaged dosition.

With many conventional types of bulkhead-locking mechanisms, shock loadings on the locking pin forging's or upon the operating handle tends to cause release of the locking mechanism. This cannot occur, however, in the described construction due to the overcenter relationship between the pivot pins 98 and 101. Any force exerted upon the locking pin forgings 53 through 56 tending to urge them to their disengaged position will be transmitted through the operating link 99 to the operating handle 96. Since, however, the pivot pin 101 is disposed vertically beneath the pivot pin 98, such forces will tend to move the operating handle 96 further into its locked position. Such further movement can be prevented by means of any suitable stop mechanism fixed to the bulkhead frame 21 (not shown) which is engaged by the operating handle 96 when in its locked position.

The shock loadings previously referred to may also exert some force on the sprocket wheels 43 and 44 tending to cause them to become disengaged from the tracks 37 and 38. The locking members 63 and 64, however, overlie the outstanding legs 39 and 41 and are spaced from these legs a distance that is slightly less than the peripheral diameter of the sprocket wheels 43 and 44. The sprocket wheels 43 and 44 may, therefore, not move upwardly a sufficient distance for them to become disengaged from the apertures 42. This is true as long as the sprocket wheels 43 and 44 are supported upon the timing shaft 45. For assembly or disassembly one or both of the sprocket wheels 43 and 44 may be slid off of the timing shaft 45 in any known manner and the sprocket wheels 43 and 44 may then be canted so that they can be removed from between the tracks 37 and 38 and locking members 63 and 64.

While it will be apparent that the preferred embodiment of the invention disclosed is well calculated to fulfill the objects above stated, it will be appreciated that the invention is susceptible to modification, variation and change.

We claim:

1. A freight-bracing bulkhead assembly adapted to be supported for movement along a cargo space and adapted to be locked in any of a plurality of positions along its path of movement, said bulkhead assembly comprising a bulkhead, at least two lockpins supported for movement by said bulkhead from a released position to an engaged position wherein said lockpins are adapted to lock said bulkhead assembly against movement, an operating handle supported upon said bulkhead for pivotal movement about a first pivot axis, and means including a link pivotally connected to said operating handle about a second pivot axis for operatively connecting said operating handle to said lockpins for moving said lockpins between their engaged and released positions upon movement of said operating handle about said first pivot axis from a locked position to an unlocked position, said second pivot axis being disposed in an overcenter relation to said first pivot axis when said operating handle is in its locked position for precluding accidental movement of said operating handle to its unlocked position when said lockpins experience a force tending to move them from their engaged positions toward a released position.

2. A freight-bracing bulkhead assembly as set forth in claim 1 wherein the second pivot axis lies on one side of a plane containing the first pivot axis when the operating handle is in its locked position and lies at a substantial angle to said plane and on the other side of said plane when the operating handle is in its unlocked position.

3. A freight-bracing bulkhead assembly as set forth in claim 2 wherein the bulkhead has a generally rectangular configuration and wherein there are four lockpins each supported at respective corners of said bulkhead, the means operatively connecting the operating handle to the lockpins comprising a torsion shaft supported for rotation by said bulkhead, linkage means interconnecting said torsion :shaft to each of said lockpins for moving said lockpins from their released to their engaged positions upon pivotal movement of said torsion shaft, the link having an operative pivotal connection to said torsion shaft.

4. A freight-bracing bulkhead assembly as set forth in claim 3 wherein the bulkhead assembly is adapted for use in a gondola-type railway car, the torsion shaft extending at a substantially vertical direction from the top to the bottom of the bulkhead, the operating handle being supported at the upper end of said bulkhead.

5. A freight-bracing bulkhead assembly as set forth in claim 4 in combination with a gondola-type railway car having 5 sidewalls and end walls defining an open top cargo space, and means affixed to said sidewalls for supporting said bulkhead assembly for movement longitudinally of said car and for coacting with the lockpins for locking said bulkhead assembly in preselected longitudinal freight-bracing positions within said car. i I

6. A freight-bracing bulkhead assembly adapted to be supported for movement along the cargo space and adapted to be locked in any of a plurality of positions along its path of move- 1 5 ment, said bulkhead assembly comprising a bulkhead having a generally rectangular configuration, four lockpins each supported at a respective corner of said bulkhead for movement between a released position and an engaged position wherein said lockpins are adapted to lock said bulkhead against move- 0 ment, a torsion shaft extending across said bulkhead and supported for pivotal movement about a first pivot axis by said bulkhead, linkage means connecting said torsion shaft to each of said lockpins for moving said lockpins between their engaged and released positions upon pivotal movement of said torsion shaft about said first pivot axis, an operating handle supported for pivotal movement about a second pivot axis by said bulkhead between a locked position and a released position, said second pivot axis being disposed substantially perpendicularly to the plane of said bulkhead, and an operating link pivotally connected at one end to said operating handle and at its other end to said linkage means for pivoting said torsion shaft about said first axis upon pivotal movement of said operating handle about said second axis.

7. A freight-bracing bulkhead assembly as set forth in claim 6 wherein the link is pivotally connected to the operating han dle at a third axis, said third axis being disposed in an overcenter relationship with respect to the second axis when the operating handle is in its locked position for precluding accidental movement of said operating handle to its unlocked position when any of the locking pins experience a force tending to move them from their engaged position to their released position.

8. A freight-bracing bulkhead assembly as set forth in claim 6 wherein the linkage means comprises a pair of spaced bellcranks affixed to the torsion shaft and first, second, third and fourth actuating links pivotally connected at one of their ends to a respective one of said bellcranks and at their other ends to a respective one of the lockpins, one of said actuating links having an extension extending beyond the point of pivotal connection of said actuating link with the respective bellcrank, the operating link being pivotally connected at its other end to said extension of said one of said actuating links.

9. A freight-bracing bulkhead assembly as set forth in claim 8 wherein the link is pivotally connected to the operating handle at a third axis, said third axis being disposed in an overcenter relationship with respect to the second axis when the operating handle is in its locked position for precluding accidental movement of said operating handle to its unlocked position when any of the lockpins experience a force tending to move them from their engaged position to their released position.

10. A freight-bracing bulkhead assembly as set forth in claim 8 further including a lost motion connection in at least two of the actuating links for permitting relative movement between the respective bellcrank and the lockpin associated with said actuating link. 5

11. A freight-bracing bulkhead assembly as set forth in claim 8 wherein the bulkhead assembly is adapted for use in a gondola-type railway car, the torsion shaft extending at a substantially vertical direction from the top to the bottom of the bulkhead, the operating handle being supported at the upper end ofsaid bulkhead.

12. A freight-bracing bulkhead assembly for use in a gondola-type railway car adapted to be supported for movement along the cargo space of the car and adapted to be locked in any of a plurality of positions along its path of movement, said bulkhead assembly comprising a bulkhead having a generally rectangular configuration, four lockpins each supported at a respective corner of said bulkhead for movement between a released position and an engaged. position wherein said lockpins are adapted to lock said bulkhead against movement, a torsion shaft extending across said bulkhead and supported for pivotal movement about a first pivot axis by said bulkhead, linkage means connecting said torsion shaft to each of said lockpins for moving said lockpins between their engaged and released positions upon pivotal movement of said torsion shaft about said first pivot axis, said linkage means comprising a pair of spaced bellcranks affixed to said torsion shaft and first, second, third and fourth actuating links pivotally connected at one of their ends to a respective one of said bellcranks and at their other ends to a respective one of said lock pins, said torsion shaft extending in a substantially vertical direction from the bottom to the top of said bulkhead assembly, an operating handle supported for pivotal movement about a second pivot axis by said bulkhead and at the upper end thereof between a locked position and a released position, said second pivot axis being disposed substantially perpendicularly to the plane of said bulkhead, an operating link pivotally connected at one end to said operating handle and at its other end to an extension of one of said actuating links, a timing shaft extending across the bulkhead in perpendicular relationship to said torsion shaft, the axis of said timing shaft intersecting the axis of said torsion shaft, a yoke affixed to said torsion shaft and defining an opening through which said timing shaft extends, said opening being of sufficient size to permit said torsion shaft to move between its locked and its unlocked position without interference with said timing shaft, and first and second sprocket wheels affixed against rotation to the opposite ends of said timing shaft for supporting said bulkhead assembly for its movement along the cargo space.

13. A frieght-bracing bulkhead assembly as set forth in claim 12 wherein the link is pivotally connected to the operating handle at a third axis, said third axis being disposed in an overcenter relationship with respect to the second axis when the operating handle is in its locked position for precluding accidental movement of said operating handle to its unlocked position when any of the lockpins experience a force tending to move them from their engaged position to their released position. 5 I 1 14. A freight-bracing bulkhead assembly as set forth in claim 12 in combination with a gondola-type railway car having spaced sidewalls and end walls defining an open top cargo space, track means affixed to said side walls for engagement with the sprocket wheels, and locking means carried by said sidewalls for engagement with the lockpins.

15. A freight-bracing bulkhead assembly adapted to be supported for movement along a cargo space and adapted to be locked in any of a plurality of positions along its path of movement, said bulkhead assembly comprising-a bulkhead having a generally rectangular configuration, four lockpins each supported at a respective comer of said bulkhead for movement between a released position and an engaged position wherein said lockpins are adapted to lock said bulkhead against movement, a torsion shaft extending across said bulkhead and supported upon said bulkhead for pivotal movement about a first axis between a locked position and an unlocked position, linkage means operatively connecting said torsion shaft to said lockpins for moving said lockpins from their engaged positionto their released position upon movement of said torsion shaft between its locked position and its unlocked position, an operating handle for rotating said torsion shaft, a timing shaft supported upon said bulkhead for rotation about a second axis, said second axis being disposed substantially perpendicular to said first axis with said timing shaft extending across said bulkhead between the ends of said torsion shaft whereby said second axis intersects said first axis, a yoke carried by one of said shafts between its ends and defining an opening through which the other of said shafts passes, and sprocket wheels affixed against rotation to the opposite ends of said timing shaft for supporting said bulkhead assembly for its movement along the cargo space.

16. A freight-bracing bulkhead assembly as set forth in claim wherein the yoke is fixed to the torsion shaft and the opening defined by the yoke is of sufficient size to permit movement of the torsion shaft between its locked and unlocked position without interference with the timing shaft.

17. A freight-bracing bulkhead assembly as set forth in claim 16 in combination with a gondola-type railway car having opposite sidewalls and end walls defining an open top E cargo space, track means affixed to said sidewalls for coaction with said sprocket wheels, and locking means fixed to said sidewalls for coaction with the lockpins.

[8. In combination, a cargo-carrying railway car and an associated freight-engaging bulkhead assembly, said railway car having spaced walls defining in part a cargo space, track means affixed to each of said walls, said bulkhead assembly comprising a bulkhead, at least two lockpins supported at respective sides of said bulkhead for movement between a released position and an engaged position for locking said bulkhead assembly in position, actuating means carried by said bulkhead for moving said lockpins between their engaged and released positions, and a pair of wheels each supported at a respective side of said bulkhead for rotation about a respective axis, each of said wheels being juxtaposed to a respective of said lockpins and being supportingly engaged with a respective one of said track means for movement of said bulkhead assembly along said cargo space on said track means, and locking means affixed to each of said walls, said locking means defining openings adapted to receive said lockpins when said lockpins are in their engaged position, said locking means overlaying a respective of said track means for precluding accidental disengagement of said wheels from said track means.

19. A freight-bracing bulkhead assembly as set forth in claim 18 wherein the wheels are sprocket wheels, the track means defining longitudinally spaced openings for coaction with said sprocket wheels.

20. A freight-bracing bulkhead assembly as set forth in claim 19 wherein each of the locking means comprises a generally channel-shaped member, the openings in said locking means being formed in the web of said channel-shaped member, the lowermost leg of said channel-shaped members being spaced from and substantially parallel to the surface of said track means in which said openings are formed, said spacing being no greater than the diameter dimension of said sprocket wheels.

UNITED STATES PATENT OFFICE CERTIFICATE OF CORRECTION Patent No Dated 6,

lnventofls) Gerald L. Solomonson e1: al

It is certified that error appears in the above-identified patent and that said Letters Patent are hereby corrected as shown below:

Column 10, line 24, cancel "diameter" and substitute outer Signed and sealed this 11th day of January 1972.

(Si-EAL) Attest:

EDWARD M.F1,53TcHER, JR. ROBERT GOTISGIMLK Attesting Officer Acting Commissioner of Patents F ORM po'mso H069) USCOMM-DC seam-P60 (r U 5 GO ERNMENT PRINTING OFFICE 1989 0-366-384 

1. A freight-bracing bulkhead assembly adapted to be supported for movement along a cargo space and adapted to be locked in any of a plurality of positions along its path of movement, said bulkhead assembly comprising a bulkhead, at least two lockpins supported for movement by said bulkhead from a released position to an engaged position wherein said lockpins are adapted to lock said bulkhead assembly against movement, an operating handle supported upon said bulkhead for pivotal movement about a first pivot axis, and means including a link pivotally connected to said operating handle about a second pivot axis for operatively connecting said operating handle to said lockpins for moving said lockpins between their engaged and released positions upon movement of said operating handle about said first pivot axis from a locked position to an unlocked position, said second pivot axis being disposed in an overcenter relation to said first pivot axis when said operating handle is in its locked position for precluding accidental movement of said operating handle to its unlocked position when said lockpins experience a force tending to move them from their engaged positions toward a released position.
 2. A freight-bracing bulkhead assembly as set forth in claim 1 wherein the second pivot axis lies on one side of a plane containing the first pivot axis when the operating handle is in its locked position and lies at a substantial angle to said plane and on the other side of said plane when the operating handle is in its unlocked position.
 3. A freight-bracing bulkhead assembly as set forth in claim 2 wherein the bulkhead has a generally rectangular configuration and wherein there are four lockpins each supported at respective corners of said bulkhead, the means operatively connecting the operating handle to the lockpins comprising a torsion shaft supported for rotation by said bulkhead, linkage means interconnecting said torsion shaft to each of said lockpins for moving said lockpins from their released to their engaged positions upon pivotal movement of said torsion shaft, the link having an operative pivotal connection to said torsion shaft.
 4. A freight-bracing bulkhead assembly as set forth in claim 3 wherein the bulkhead assembly is adapted for use in a gondola-type railway car, the torsion shaft extending at a substantially vertical direction from the top to the bottom of the bulkhead, the operating handle being supported at the upper end of said bulkhead.
 5. A freight-bracing bulkhead assembly as set forth in claim 4 in combination with a gondola-type railway car having sidewalls and end walls defining an open top cargo space, and means affixed to said sidewalls for supporting said bulkhead assembly for movement longitudinally of said car and for coacting with the lockpins for locking said bulkhead assembly in preselected longitudinal freight-bracing positions within said car.
 6. A freight-bracing bulkhead assembly adapted to be supported for movement along the cargo space and adapted to be locked in any of a plurality of positions along its path of movement, said bulkhead assembly comprising a bulkhead having a generally rectangular configuration, four lockpins each supported at a respective corner of said bulkhead for movement between a released position and an engaged position wherein said lockpins are adapted to lock said bulkhead against movement, a torsion shaft extending across said bulkhead and supported for pivotal movement about a first pivot axis by said bulkhead, linkage means connecting said torsion shaft to each of said lockpins for moving said lockpins between their engaged and released positions upon pivotal movement of said torsion shaft about said first pivot axis, an operating handle supported for pivotal movement about a second pivot axis by said bulkhead between a locked position and a released position, said second pivot axis being disposed substantially perpendicularly to the plane of said bulkhead, and an operating link pivotalLy connected at one end to said operating handle and at its other end to said linkage means for pivoting said torsion shaft about said first axis upon pivotal movement of said operating handle about said second axis.
 7. A freight-bracing bulkhead assembly as set forth in claim 6 wherein the link is pivotally connected to the operating handle at a third axis, said third axis being disposed in an overcenter relationship with respect to the second axis when the operating handle is in its locked position for precluding accidental movement of said operating handle to its unlocked position when any of the locking pins experience a force tending to move them from their engaged position to their released position.
 8. A freight-bracing bulkhead assembly as set forth in claim 6 wherein the linkage means comprises a pair of spaced bellcranks affixed to the torsion shaft and first, second, third and fourth actuating links pivotally connected at one of their ends to a respective one of said bellcranks and at their other ends to a respective one of the lockpins, one of said actuating links having an extension extending beyond the point of pivotal connection of said actuating link with the respective bellcrank, the operating link being pivotally connected at its other end to said extension of said one of said actuating links.
 9. A freight-bracing bulkhead assembly as set forth in claim 8 wherein the link is pivotally connected to the operating handle at a third axis, said third axis being disposed in an overcenter relationship with respect to the second axis when the operating handle is in its locked position for precluding accidental movement of said operating handle to its unlocked position when any of the lockpins experience a force tending to move them from their engaged position to their released position.
 10. A freight-bracing bulkhead assembly as set forth in claim 8 further including a lost motion connection in at least two of the actuating links for permitting relative movement between the respective bellcrank and the lockpin associated with said actuating link.
 11. A freight-bracing bulkhead assembly as set forth in claim 8 wherein the bulkhead assembly is adapted for use in a gondola-type railway car, the torsion shaft extending at a substantially vertical direction from the top to the bottom of the bulkhead, the operating handle being supported at the upper end of said bulkhead.
 12. A freight-bracing bulkhead assembly for use in a gondola-type railway car adapted to be supported for movement along the cargo space of the car and adapted to be locked in any of a plurality of positions along its path of movement, said bulkhead assembly comprising a bulkhead having a generally rectangular configuration, four lockpins each supported at a respective corner of said bulkhead for movement between a released position and an engaged position wherein said lockpins are adapted to lock said bulkhead against movement, a torsion shaft extending across said bulkhead and supported for pivotal movement about a first pivot axis by said bulkhead, linkage means connecting said torsion shaft to each of said lockpins for moving said lockpins between their engaged and released positions upon pivotal movement of said torsion shaft about said first pivot axis, said linkage means comprising a pair of spaced bellcranks affixed to said torsion shaft and first, second, third and fourth actuating links pivotally connected at one of their ends to a respective one of said bellcranks and at their other ends to a respective one of said lock pins, said torsion shaft extending in a substantially vertical direction from the bottom to the top of said bulkhead assembly, an operating handle supported for pivotal movement about a second pivot axis by said bulkhead and at the upper end thereof between a locked position and a released position, said second pivot axis being disposed substantially perpendicularly to the plane of said bulkhead, an operating link pivotally connected at one end to said operating hanDle and at its other end to an extension of one of said actuating links, a timing shaft extending across the bulkhead in perpendicular relationship to said torsion shaft, the axis of said timing shaft intersecting the axis of said torsion shaft, a yoke affixed to said torsion shaft and defining an opening through which said timing shaft extends, said opening being of sufficient size to permit said torsion shaft to move between its locked and its unlocked position without interference with said timing shaft, and first and second sprocket wheels affixed against rotation to the opposite ends of said timing shaft for supporting said bulkhead assembly for its movement along the cargo space.
 13. A frieght-bracing bulkhead assembly as set forth in claim 12 wherein the link is pivotally connected to the operating handle at a third axis, said third axis being disposed in an overcenter relationship with respect to the second axis when the operating handle is in its locked position for precluding accidental movement of said operating handle to its unlocked position when any of the lockpins experience a force tending to move them from their engaged position to their released position.
 14. A freight-bracing bulkhead assembly as set forth in claim 12 in combination with a gondola-type railway car having spaced sidewalls and end walls defining an open top cargo space, track means affixed to said side walls for engagement with the sprocket wheels, and locking means carried by said sidewalls for engagement with the lockpins.
 15. A freight-bracing bulkhead assembly adapted to be supported for movement along a cargo space and adapted to be locked in any of a plurality of positions along its path of movement, said bulkhead assembly comprising a bulkhead having a generally rectangular configuration, four lockpins each supported at a respective corner of said bulkhead for movement between a released position and an engaged position wherein said lockpins are adapted to lock said bulkhead against movement, a torsion shaft extending across said bulkhead and supported upon said bulkhead for pivotal movement about a first axis between a locked position and an unlocked position, linkage means operatively connecting said torsion shaft to said lockpins for moving said lockpins from their engaged position to their released position upon movement of said torsion shaft between its locked position and its unlocked position, an operating handle for rotating said torsion shaft, a timing shaft supported upon said bulkhead for rotation about a second axis, said second axis being disposed substantially perpendicular to said first axis with said timing shaft extending across said bulkhead between the ends of said torsion shaft whereby said second axis intersects said first axis, a yoke carried by one of said shafts between its ends and defining an opening through which the other of said shafts passes, and sprocket wheels affixed against rotation to the opposite ends of said timing shaft for supporting said bulkhead assembly for its movement along the cargo space.
 16. A freight-bracing bulkhead assembly as set forth in claim 15 wherein the yoke is fixed to the torsion shaft and the opening defined by the yoke is of sufficient size to permit movement of the torsion shaft between its locked and unlocked position without interference with the timing shaft.
 17. A freight-bracing bulkhead assembly as set forth in claim 16 in combination with a gondola-type railway car having opposite sidewalls and end walls defining an open top cargo space, track means affixed to said sidewalls for coaction with said sprocket wheels, and locking means fixed to said sidewalls for coaction with the lockpins.
 18. In combination, a cargo-carrying railway car and an associated freight-engaging bulkhead assembly, said railway car having spaced walls defining in part a cargo space, track means affixed to each of said walls, said bulkhead assembly comprising a bulkhead, at least two lockpins supported at respective sides of saId bulkhead for movement between a released position and an engaged position for locking said bulkhead assembly in position, actuating means carried by said bulkhead for moving said lockpins between their engaged and released positions, and a pair of wheels each supported at a respective side of said bulkhead for rotation about a respective axis, each of said wheels being juxtaposed to a respective of said lockpins and being supportingly engaged with a respective one of said track means for movement of said bulkhead assembly along said cargo space on said track means, and locking means affixed to each of said walls, said locking means defining openings adapted to receive said lockpins when said lockpins are in their engaged position, said locking means overlaying a respective of said track means for precluding accidental disengagement of said wheels from said track means.
 19. A freight-bracing bulkhead assembly as set forth in claim 18 wherein the wheels are sprocket wheels, the track means defining longitudinally spaced openings for coaction with said sprocket wheels.
 20. A freight-bracing bulkhead assembly as set forth in claim 19 wherein each of the locking means comprises a generally channel-shaped member, the openings in said locking means being formed in the web of said channel-shaped member, the lowermost leg of said channel-shaped members being spaced from and substantially parallel to the surface of said track means in which said openings are formed, said spacing being no greater than the diameter dimension of said sprocket wheels. 